JP2019525073A - Friction mitigation during cylinder deactivation - Google Patents

Abstract

A friction loss management system for an engine includes a combustion engine including a crankshaft and a plurality of cylinders, a reciprocating piston assembly connected to the crankshaft, a fuel injector, an intake valve, and an exhaust valve. The control unit receives the engine power request data, and determines the number of cylinders of the plurality of cylinders for pausing based on the received engine power request data, and further based on the detected or stored friction values of the plurality of cylinders. A set of at least one control algorithm configured to determine. Determining the number of cylinders for pausing is achieved by selecting a combination of cylinders of working cylinders and pausing cylinders that have the lowest total friction while satisfying engine power requirements, thereby providing multiple cylinders and their corresponding reciprocating pistons. Minimize friction with assembly. All cylinders can be deactivated for the purpose of controlling the speed of coasting or platooning. [Selection] Figure 24

Description

  The present application provides a method and system for controlling cylinder deactivation. This application is based on International Application PCT / US2016 / 053590 filed on September 23, 2016, US Patent Application No. 62 / 397,796 filed on September 21, 2016, August 17, 2016. No. 62 / 376,128, filed Oct. 27, 2016, and 62 / 527,961 filed Jun. 30, 2017. Claims priority to and is incorporated herein by reference.

  Automobiles that use all six cylinders under all operating conditions suffer from inefficiencies. For example, there are operating conditions that cause excessive fuel consumption when the stoichiometric air-fuel ratio is required for engine operation, such as in a gasoline system. Full refueling of all cylinders in the range of low load, idle, coasting, or cruise conditions results in fuel overuse. Under these low operating conditions, optimal engine power is not necessary.

  Similarly, in a diesel system, there are situations where the amount of fuel used exceeds the amount necessary to power the engine. It is desirable to reduce fuel consumption.

  The method disclosed herein improves the technology by means of systems and methods that overcome the above weaknesses and reduce fuel consumption and improve engine efficiency.

  A friction loss management system for an engine includes a combustion engine having a crankshaft and a plurality of cylinders, a reciprocating piston assembly connected to the crankshaft, a fuel injector connected to a fuel injector, and an intake valve controller. An intake valve connected to the exhaust valve and an exhaust valve connected to the exhaust valve control device; The control unit receives the engine power request data, and determines the number of cylinders of the plurality of cylinders for pausing based on the received engine power request data, and further based on the detected or stored friction values of the plurality of cylinders. A set of at least one control algorithm configured to determine. Determining the number of cylinders for pausing is achieved by selecting a combination of cylinders of working cylinders and pausing cylinders that have the lowest total friction while satisfying engine power requirements, thereby providing a plurality of cylinders and their corresponding reciprocating pistons. Minimize friction with assembly.

  A method of operating a multi-cylinder engine system in cylinder deactivation mode is to determine that the engine system operates within at least one threshold range, wherein the at least one threshold range includes engine power demand. May be included. Friction determination is performed to minimize friction between the cylinders and their corresponding reciprocating piston assemblies. The method includes selecting a cylinder combination of active and idle cylinders that provides the lowest total friction based on friction determination while satisfying engine power requirements. Selecting the number of cylinders of the multi-cylinder engine to be deactivated can be based on minimizing friction between the corresponding piston assembly of the selected number of cylinders and the corresponding cylinder wall.

  A method of operating a multi-cylinder engine system in cylinder deactivation mode may include determining that the engine system operates within a torque output range from a zero torque output value to a negative torque output value. A friction determination may be performed to determine whether to minimize friction between the cylinders and their corresponding reciprocating piston assemblies. Based on the friction determination, some or all of the cylinders of the multi-cylinder engine can be selected to pause. A cylinder deactivation mode can be initiated on the selected cylinder.

  Initiating a cylinder deactivation mode with one or more selected cylinders deactivates fuel injection into the selected deactivation cylinder and deactivates intake and exhaust valve operations for the selected deactivation cylinder. Can be included.

  Additional goals and advantages will be set forth in part in the following description, and in part will be apparent from the description, or may be learned by practice of the disclosure. The goals and advantages will also be realized and obtained by means of the elements and combinations particularly pointed out in the appended claims.

  It is to be understood that both the foregoing general description and the following “detailed description of the invention” are merely exemplary and explanatory of the claimed invention and are not limiting.

It is a system layout for an engine system. This is an alternative engine system. This is an alternative engine system. This is an alternative engine system. 2 is an example of an engine comprising a cylinder and piston assembly. 2 is an example of an engine comprising a cylinder and piston assembly. 2 is an example of an engine comprising a cylinder and piston assembly. It is a flowchart of a cylinder deactivation technique. It is a flowchart of a cylinder deactivation technique. FIG. 6 is an exemplary schematic diagram illustrating that six working cylinders burn. FIG. 3 is an exemplary schematic diagram of a cylinder combination comprising three working cylinders for combustion and three idle cylinders. It is an example of the cylinder deactivation mechanism of a type III engine. It is an example of the cylinder deactivation mechanism of a type III engine. It is an example of the cylinder deactivation mechanism of a type III engine. It is an example of the cylinder deactivation mechanism of a type II engine. It is an example of the cylinder deactivation mechanism of a type II engine. It is a figure for demonstrating a critical shift (critical shift) aspect. It is a figure for demonstrating a critical shift (critical shift) aspect. It is a figure for demonstrating a critical shift (critical shift) aspect. FIG. 4 is an illustration of alternative engine types that may be used with the disclosed systems and methods. FIG. 4 is an illustration of alternative engine types that may be used with the disclosed systems and methods. FIG. 4 is an illustration of alternative engine types that may be used with the disclosed systems and methods. FIG. 4 is an illustration of alternative engine types that may be used with the disclosed systems and methods. FIG. 4 is an illustration of alternative engine types that may be used with the disclosed systems and methods. It is a plot of a pause signal. It is a plot of the torque fluctuation | variation produced by the friction fluctuation | variation according to cylinder deactivation and an engine speed. It is a plot which shows the motoring torque fluctuation | variation produced by the friction fluctuation | variation according to cylinder deactivation and an engine speed. The aspect of the thermal management according to an engine speed and cylinder operation is shown. The aspect of the increase in the thermal management according to an engine speed and an engine load is shown. Shows fuel economy benefits. Associate the thermal aspect with engine load and provide a cylinder deactivation threshold for starting and ending CDA. It is a plot of a restart signal. FIG. 6 is a plot of valve lift profiles for camshaft profiles and crankshaft profiles. FIG. 5 is a flow diagram of a method for implementing a failsafe subroutine during cylinder deactivation determination. It is an example of a system layout. It is an example of the schematic diagram of an engine electronic control unit. It is an example of the schematic of a cylinder deactivation control apparatus. It is an example of the flowchart which starts a cylinder deactivation mode. It is an example of the flowchart for performing a fail safe mode and a fail safe subroutine. FIG. 5 is another schematic diagram of an engine electronic control unit and system layout. FIG. 6 is a flow diagram outlining an alternative friction mitigation strategy. FIG. 3 is a flow diagram outlining a method for selecting a cylinder for CDA. FIG. 5 is a flow diagram of selection between all cylinders CDA and a combination of working cylinders and CDA cylinders.

  Reference will now be made in detail to the examples illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. Directional references such as “left” and “right” are for ease of reference to the figures.

  FIG. 1 is a schematic diagram of a friction loss management system 1000 for the engine 110. The combustion engine 110 includes a crankshaft 101 and a plurality of cylinders 1 to 4 associated with the crankshaft. A four cylinder engine is shown as an example, but other numbers of cylinders can be used. The crankshaft 110 outputs torque to the drive system of the automobile via the transmission and the associated clutch 1100. The clutch 1100 can weaken NVH (noise vibration discomfort) from the engine 110. The determination of the number of cylinders may result in a combination of active and idle cylinders that cause torsion. Torsion is corrected by using one of the transmissions or clutches associated with the engine. In order to protect the transmission and the clutch, FIG. 23 outlines a strategy for selecting the number of cylinders to be deactivated. Stopping all cylinders according to FIGS. 22 and 24 and variations thereof is compatible with protecting the transmission and clutch.

  All the operating conditions outlined in FIG. 23 are for Eaton Corporation (Cleveland, Ohio) ENDURANT transmissions and parts therefor, and ULTRASHIFT land vehicle transmissions and parts therefor, ie automobile transmissions, for current land vehicles. It can be compatible with the manual transmission shift assist system. If a clutch change is made, the range can be expanded, but the current range is acceptable for efficient post-processing operation. The strategy is particularly advantageous for heavy-duty diesel engine vehicles, but light-duty vehicles, medium-duty vehicles, and off-highway vehicles (loaders, landers, seeders, construction equipment, etc.) are also particularly from this technology. Get the effect.

  FIG. 12F shows the turbine-out temperature of the medium duty engine according to the engine speed and the engine load, and is one example of selecting from among the CDA cylinders. The thresholds 1201, 1202, 1203 may be used as outlined in FIG. The presented example is for one configuration of an engine system applied to a medium duty clutch, where gear selection, net mean effective pressure (“BMEP”), and output are examples. For other engine, clutch, and transmission combinations, other restrictions can be placed on at least gear selection and output. For example, a typical light duty vehicle can comprise 5-6 gears, a medium duty vehicle can typically comprise 10-12 gears, and a heavy duty vehicle can typically Specifically, 10 to 18 gears can be provided. Of course, deviations from these gear guidelines can occur. Therefore, the principles outlined herein should be adjusted depending on the vehicle applied. The normalized value BMEP can be applied to multiple other engine, clutch, and transmission combinations in general or within reasonable intersections. However, BMEP, and thus thresholds 1201, 1202, and 1203, can also vary more widely as per-vehicle limits.

  The engine communicates electronically with an ECU (Electronic Control Unit) 1700 via actuators, sensors, and other connections and is controlled by the ECU (Electronic Control Unit) 1700. The ECU 1700 communicates with a CDA (cylinder deactivation) control device 1800. The CDA controller 1800 electronically communicates with and controls other operating mechanisms such as OCV1-OCV4 (oil control valves) or solenoids or electronic switching mechanisms. An example of a cylinder deactivation mechanism 7000 is shown in FIG. 1 and is controlled by OCV1. The cylinder deactivation mechanism 7000 is selectively activated to allow the valve to lift and lower or deactivate the associated valve.

  Each of the plurality of cylinders 1-4 includes a corresponding reciprocating piston assembly 160 connected to the crankshaft 110. The fuel injector 310 is connected to the injection controller 300, the fuel injector is configured to pause and restart, and may be configured to change the amount and timing of the injected fuel. One example of the engine 110 is shown in FIG. 1, but other engines such as gasoline, diesel, hybrid, alternative fuel, etc. are contemplated. It includes the number and direction of cylinders summarized in FIGS. 10A-10C, and further includes, for example, series, “V”, and “boxer”, and various cylinder numbers and directions are also contemplated. The friction management principle described later applies to piston engines including cam engines and camless engines, so-called “cam-camless”. An example of an alternative engine compatible with the present teachings is shown in US Pat. No. 9,157,339, which is shared and incorporated herein by reference.

  The piston assembly 160 may include a ring pack of seals, generally indicated at 165, to maintain the combustion pressure in the corresponding cylinders 1-4. The ring pack may include an upper ring seal, a lower ring seal, and an oil control ring seal, or other seal or sealing technique. The cylinders 1-4 may be formed integrally with the engine block 102, or the cylinder 104 may include a cylinder liner 112. The combustion chamber 120 is formed inside the cylinder so that the piston assembly 160 can transmit torque to the crankshaft 101 when the injected fuel is combusted. Piston assembly 160 reciprocates in the cylinder in line with the stroke cycle so that intake, combustion, and exhaust functions can be performed. The movement of the piston assembly 160 that is sealed relative to the cylinder wall or cylinder liner 112 increases in friction value as the speed of reciprocation increases.

  The intake valve 130 is connected to an intake valve control device, and the intake valve control device may be a VVA (variable valve drive) control device 200, or one or both of the ECU 1700 and the CDA control device 1800. The intake valve 130 can be configured to pause and restart so that the cylinder can perform active combustion or as a result the cylinder minimizes friction and energy loss to the engine system. Can be Similarly, the exhaust valve 150 is connected to an exhaust valve control device, and the exhaust valve control device can be a VVA (variable valve drive) control device 200, or either or both of the ECU 1700 and the CDA control device 1800. The exhaust valve 150 can be configured to pause and restart so that the cylinder can perform active combustion or as a result the cylinder minimizes friction and energy loss to the engine system. Can be

  Turning to FIG. 2A, a schematic diagram of the engine system 10 is shown. The engine 100 includes six cylinders 1 to 6. For discussion purposes, six cylinders are shown, although other cylinder numbers can be used. The cylinders 1-6 receive intake fluid, which is a combustion gas, such as air or air mixed with the exhaust from the intake manifold 103 (exhaust gas circulation “EGR”). The intake manifold sensor 173 can monitor pressure, flow rate, oxygen content, exhaust gas content, or other intake fluid quality. The intake manifold 103 is connected to an intake port 133 in the engine block to provide intake fluid to the cylinders 1-6. In a diesel engine, the intake manifold has a vacuum unless the intake manifold is boosted. CDA is beneficial because it can close the cylinder. Instead of pulling down the piston against vacuum conditions, the idle cylinder has a volume of fluid that is not vacuum. Fuel efficiency is obtained by not pulling down the piston against the vacuum. Since the ring pack 165 on the piston assembly 160 does not frictionally engage the cylinder, either directly or via a liner, additional efficiency is obtained by deactivating the cylinder.

  The fuel is injected into each cylinder via the fuel injection control device 300. The fuel injection control device 300 can adjust the amount and timing of fuel injected into each cylinder, and can block and restart fuel injection into each cylinder. The fuel injection for each cylinder 1-6 may be the same or unique for each cylinder 106, so that one cylinder may have more fuel than another cylinder, and one cylinder has fuel injection. There may be fuel in other cylinders.

  A variable valve drive (VVA) 200 is also connected to the cylinders 1-6 to drive the intake valve 130 and the exhaust valve 150. The VVA 200 can change the operation of the intake valve 130 and the exhaust valve 150 to open or close the valve, or stop the operation of the valve, normally, early, or late, or a combination thereof. VVA controller 200 may be a stand-alone processor, a subcomponent of ECU 1700, or a subcomponent of CDA controller 1700. In a further alternative, the ECU 1700 can integrate the CDA controller 1700 and the VVA controller 200.

  Intake valve early opening (EIVO), Intake valve early closing (EIVC), Intake valve late opening (LIVO), Intake valve late closing (LIVC), Exhaust valve early opening (EEVO), Exhaust valve early closing (EEVC), Exhaust valve Slow opening (LEVO), exhaust valve late closing (LEVC), a combination of EEVC and LIVO, or negative valve overlap (NVO) may be implemented by the VVA controller 200. The VVA controller 200 can control the intake and exhaust valves 130, 150 in cooperation with a hydraulic, electric, or electric solenoid system. Engine 100 may be a cam or camless, or a hybrid “cam-camless VVA”.

  Intake and exhaust valves 130, 150 are both activated for operation as shown in the examples of FIGS. 7A, 8A, and 10A-10E, cam systems, hydraulic rails, latched rocker arms, other rocker arms, It can be connected to an electrohydraulic actuator or the like. Alternatively, the camless linear motion mechanism can selectively operate individual valves. 3B and 3C show one intake valve 130 and one exhaust valve 150, but each cylinder may have two intake valves 130 and two exhaust valves 150 as in FIG. 3A. For clarity, in the example of FIG. 3A, the engine block 102 has been removed and the cylinders are shown with dashed lines.

  Diesel engines operate by compressing intake fluid using pistons 160 in cylinders 1-6. Fuel is injected by a fuel injector 310. High heat and compression ignite the fuel and combustion forces the piston to operate from top dead center (TDC) to bottom dead center (BDC), thereby directing torque to the crankshaft 101. Diesel operation is sometimes referred to as “4-stroke”, although other modes of operation such as 2-stroke and 8-stroke are possible. In four strokes, the piston moves from TDC to BDC, filling the cylinder with intake fluid (stroke 1). The start of the cycle is shown in FIG. 3B, and FIG. 3C shows the end of stroke 1, when the cylinder is filled with intake fluid. The piston rises back to TDC (stroke 2). The fuel is injected and ignited, pushing the piston 160 into the BDC (stroke 3). The piston rises again to TDC and exhausts the exhaust out of the exhaust valve (stroke 4). The VVA 200 can adjust the opening / closing timing, but the intake valve 130 is opened during the stroke 1 and closed during the strokes 2 to 4. The VVA 200 can adjust the opening / closing timing, but the exhaust valve 150 is opened during the stroke 4 and closed during the strokes 2 to 4.

  Exhaust gas exits the cylinder through an exhaust port 155 in the engine block 102. The exhaust port 155 communicates with the exhaust manifold 105. Exhaust manifold sensor 175 monitors pressure, flow rate, oxygen content, nitrous oxide or nitric oxide (nitrogen oxide) content, sulfur content, other pollutant content or other exhaust gas quality Can do. Exhaust gas can power a variable flow turbocharger (VGT) 501 or other supercharger turbine 510. The supercharger 501 can be controlled via the supercharger controller 500 to adjust the connection 514 between the turbine 510 and the compressor 512. VGT can be adjusted to control intake or exhaust flow, or back pressure in the exhaust.

  The exhaust gas is filtered in the aftertreatment system. The aftertreatment system may include various pollution control mechanisms such as hydrocarbon, fuel, or urea injectors. Some filters can be single or combined (especially DOC, DPF, SCR, NH3, Cu-Ze SCR, etc.). One or more catalysts 800 may filter contaminants and include a diesel particulate filter (DPF), which typically includes a variety of rare earth metals to filter contaminants including nitrogen oxides. including. At least one exhaust sensor 807 is disposed in the aftertreatment system and measures exhaust conditions such as exhaust gas, nitrogen oxide content, exhaust temperature, and flow rate. The exhaust sensor 807 may include multiple sensor types such as chemistry, heat, optics, resistance, speed, pressure. The exhaust sensor 807 may include an array of sensors with sensor distribution options including before, after, or within the catalyst 800. Sensors associated with the supercharger 501 can also be included to detect turbine and compressor activity.

  The exhaust can exit the system after being filtered by at least one catalyst 800. Alternatively, the direction of exhaust can be changed to the intake manifold 103 via various paths, some of which are illustrated in FIGS. 2A-2C. In FIG. 2A, the exhaust is cooled in an EGR cooler 455. The EGR control device 400 operates the EGR valve 410 to selectively control the amount of EGR supplied to the intake manifold 103. The exhaust gas recirculated to the manifold 103 affects the air-fuel ratio (AFR) in the cylinder. The exhaust dilutes the oxygen content in the manifold 103. Unburned fuel from the fuel injector or unburned fuel remaining after combustion increases the amount of fuel in the AFR. Soot and other particles and polluted gases also reduce the air-fuel ratio air fraction. Outside air taken through the intake system 700 can raise AFR, but EGR can lower AFR, and fuel injection into the cylinder can further lower AFR. Therefore, the EGR control device, the fuel injection control device 400, and the intake assist control device 600 operate the EGR valve 410, the fuel injector 310, and the intake assist device 610, respectively, to adjust the air-fuel ratio to the engine operating conditions. Can be adjusted. In other words, adjusting the air / fuel ratio to the combustion cylinder is to boost the air to at least one combustion cylinder by controlling the supercharger, or to boost the air to the combustion cylinder by boosting exhaust gas circulation to the combustion cylinder. One of reducing the fuel ratio may be included. This can be done regardless of the supercharger 501 augmentation.

  The modified engine system 12 in FIG. 2B selects an alternative path and eliminates one exhaust gas circulation path. The EGR control device 400 can be connected instead of the EGR valve 412 to direct the exhaust gas along the second EGR path 613 and along the EGR path 612 to the intake assist device 601. Alternatively, the exhaust gas can be recirculated after being filtered by the catalyst 800. That is, the EGR valve 414 can be controlled by the EGR control device 400 so that some parts of the EGR can be directed along the first EGR path 610 and along the EGR path 612 to the intake assist device 601. Control of the EGR valve 412 or the EGR valve 414 adjusts the exhaust amount included in the air-fuel ratio in the cylinders 1 to 6.

  As shown schematically in FIG. 2C, the use of a very small intake assist device 601 extends the operating range of cylinder deactivation (CDA) by boosting available oxygen. A small air pump, supercharger, or fan is connected to an oxygenation source such as the intake system 700. The intake system can supply outside air to increase the air / fuel ratio in the intake manifold of the diesel engine. Instead of limiting the CDA to a low load or idle state, the intake assist device 601 can increase the air flow to the intake manifold and increase the air to the cylinder. This can provide an even leaner engine by raising the air portion of the AFR. While the AFR can be lowered during cylinder rest (CDA) mode, the intake assist device can increase the AFR by adding flow to the low pressure intake manifold. This is contrary to the prior art and attempts to eliminate the energy outflow during the CDA mode. The EGR does not need to be stopped to bring the carbon dioxide contribution within range, but can be adjusted.

  By controlling the air-fuel ratio for the cylinders 1-6, the supercharger 501 can be eliminated, thus simplifying the output of the control algorithm and reducing system costs. In FIG. 2C, the supercharger 501 is excluded. Through the intake system 700, outside air can be naturally sucked into the intake manifold 103, and the intake assist device 601 can be selectively controlled to boost the intake flow to the intake manifold 103. When the intake assist device heats the intake air flow, such as when using a supercharger, the intake air cooler 650 can be included as needed to adjust the intake air flow temperature.

  FIG. 5 shows the normal operating mode of the engine system 10, 12, or 14, or similar to the engine system. The intake fluid 720 is supplied to each cylinder 1-6. Each cylinder receives fuel 320 and performs a combustion cycle. Exhaust 420 exits each cylinder 1-6. The normal mode may be used herein during certain engine load and speed conditions, such as when full torque output is desired. Or when the cruising mode provides a better temperature or nitrogen oxide output than the CDA mode for that engine system.

  FIG. 6 shows a cylinder deactivation mode (CDA). Half of the cylinder is deactivated. Cylinders 1-3 receive fuel that meets the torque output requirements. When the engine is required to maintain a constant torque level and the CDA mode is being implemented, cylinders 4-6 can be deactivated while doubling the fuel to cylinders 1-3. The fuel economy benefits resulting from reduced friction across the cylinders can provide the same torque level as supplying the combustion cylinders 1-3 with less than twice the fuel and burning all six cylinders in normal mode. For example, when shutting off half of the cylinder, the combustion cylinder can receive 1.95 times as much fuel to maintain steady torque output during rest. That is, the CDA mode provides fuel economy benefits by reducing fuel usage for the desired torque output.

  Resting the cylinders in the cam engine results in additional fuel economy benefits by reducing friction on the cam rails. Pausing the cylinder improves engine efficiency and thus fuel economy by reducing parasitic friction losses. One method for minimizing friction takes into account friction between the piston assembly 160 and the cylinder wall or cylinder liner. The friction data can be stored in the control unit (s) or sensed in real time. Cylinder deactivation can be selected to minimize friction loss. Another method for minimizing friction involves a cam engine. The engine includes at least one cam rail, and the at least one cam rail includes at least one corresponding cam lobe for each of the plurality of cylinders. The at least one corresponding cam lobe rotates with the at least one cam rail to lift and lower one of the corresponding intake valves. Friction between at least one corresponding cam lobe and its associated roller finger follower or its associated roller finger lifter contributes to the sensed or stored friction value. As seen in FIGS. 10A-10E, the various cam lobes 3A-3E may rotate and have parasitic friction losses. The resistance between the cam lobes 3A-3E can be reduced by pausing the valve. Interrupting the linkage between the cam lobe and the valves 1A-1E reduces the amount of material that resists the cam lobe as the cam lobe and the valves 1A-1E rotate, where the cam lobe rotates on the cam rails 182, 183. Requires less energy to rotate, reduces the energy burden on the system, and ultimately reduces fuel consumption.

  One or more of the rocker arms 2B-2E or hydraulic lash adjusters 11A-11E can be modified to incorporate a cylinder deactivation mechanism, such as those shown in FIGS. 7A-7C and FIGS. 8A and 8B, for example. it can. Thus, Type I, Type II, Type III, Type IV, and Type V engines can benefit from the systems and methods disclosed herein.

  With respect to the combustion cylinders 1 to 3, the intake and exhaust valves 130, 150 move as controlled by the VVA controller 200. However, for cylinders 4-6, intake and exhaust valves 130, 150 do not operate.

  Increasing the fuel to cylinders 1-3 makes the air-fuel mixture in cylinders 1-3 richer. The air / fuel ratio of this cylinder is low because there is less air and more fuel. The resulting exhaust is hotter. As the air-fuel ratio approaches the lower limit value, the turbine out temperature (TOT) increases. Since the diesel engine system 14 does not use the supercharger 501, “turbine out temperature” is used as a convenient expression to indicate the exhaust temperature at the location where the turbine 501 will be. TOT draws a polynomial curve as AFR increases.

  Unlike gasoline engines that need to have a stoichiometric air: fuel ratio (AFR), such as 14.7: 1 (air to gasoline 14.7), diesel systems vary the AFR within the cylinder. Despite being able to work. The AFR in the combustion cylinder can range, for example, from 14: 1 to 100: 1 (from air 14 to diesel fuel 1 to air 100 to diesel fuel 1). Since soot is a problem at low AFRs, it is beneficial to maintain AFR between 22: 1 and 24: 1 when high temperature operation is desired. In order to avoid soot, adjusting the air / fuel ratio to the combustion cylinder includes adjusting either or both of the intake gas and fuel injection to maintain the selected air / fuel ratio. The CDA mode may operate with an AFR between 17: 1 to 70: 1, or 20: 1 to 50: 1. Another AFR range is 24: 1 to 45: 1. One AFR range to provide a post-treatment catalyst bed temperature around 300 ° C. is 30: 1 to 45: 1 AFR.

  Due to the polynomial relationship between AFR and TOT, it is possible to develop a control algorithm to detect low temperature conditions and adjust the air / fuel ratio to bring the exhaust temperature to the desired range. Temperature management is one effect of using CDA, but other effects occur. The use of CDA to manage and mitigate friction loss is a compelling reason to perform CDA. As outlined in FIG. 12B, motoring torque including aspects of pumping loss and friction loss can be reduced by up to 78% by implementing full cylinder CDA. This provides several benefits and allows several applications far beyond the scope of mere post-treatment thermal management.

  Using the exhaust gas circulation (EGR) control device 400, the fuel injection control device 300, and the intake assist control device 600 is one aspect of adjusting the exhaust temperature. Initiating Cylinder Pause (CDA) mode with the selected cylinder is another way to adjust AFR and TOT.

  Initiating the CDA mode reduces the air flow through the engine 100. Using all six cylinders draws more air through the engine. Since the intake and exhaust valves 130, 150 are deactivated to become a CDA mode cylinder, less air is drawn through the engine and pushed into the exhaust manifold 105 in the CDA mode. This reduces the flow rate of the exhaust 420. Since the exhaust 420 is more stagnant in the aftertreatment system, it remains longer in the catalyst 800, thereby transferring more pollutants and heat to the catalyst 800. Inhibiting convection in the catalyst 800 by initiating the CDA mode in this manner is an effective way to “heat soak” the catalyst. The high temperature catalyst 800 is an efficient catalyst.

  For a given mixture of catalyst materials (platinum, palladium, rhodium, etc.), the catalyst 800 has an ideal operating temperature range. In this ideal temperature range, the catalyst is most efficient at capturing contaminants. That is, controlling the temperature of the exhaust controls the temperature of the catalyst 800 and controls the effectiveness of the catalyst 800 to trap contaminants. “Heat soaking” the catalyst 800 by reducing convection by initiating the CDA mode allows the heat exhaust to transfer heat to the catalyst 800, raising the temperature of the catalyst to an ideal temperature. Movement in and out of CDA mode also controls the exhaust temperature by adjusting the AFR at each cylinder. Furthermore, controlling the AFR via one or more of an EGR valve, intake assist device, and fuel injection further affects exhaust temperature and contaminant capture.

  The engine system may comprise an exhaust management system. Determining the number of cylinders is further based on heat soaking the exhaust management system. Determining the number of cylinders can be further based on reducing convective heat transfer within the exhaust management system, so that as the determined number of cylinders increases, further reduction of convective heat transfer can occur. Realized.

  Furthermore, in FIG. 12C, the “turbine out temperature” in ° C., ie the exhaust temperature in the form of TOT, is plotted in units of revolutions per minute against engine speed. As a representation in the art, the turbine out temperature may correspond to the exhaust pipe temperature when the supercharger 501 is not included in the system.

  The zone of maximum aftertreatment efficiency in this example includes temperatures above 250 ° C. Below this threshold, the aftertreatment system is too cold to capture contaminants efficiently. Although the exemplary engine operates in a six cylinder combustion mode for various loads in feet pounds, the engine may obtain a threshold temperature for aftertreatment for most of that load and engine speed. Can not. Performing cylinder deactivation at the same load adds heat to the exhaust because the compressed charge raises the heat of the exhaust and the reduced flow through the engine allows for heat treatment of the aftertreatment system . It also increases the efficiency and heat of the combustion mode cylinder, such as by adding more fuel to the combustion mode cylinder to reach the target load. The ideally heated exhaust released by the combustion mode cylinder stagnates in the aftertreatment, and at the same time the idle cylinder charge becomes hot. Convection in the aftertreatment is also reduced by the lower flow rate through the engine during the outage. The result of implementing the CDA mode is that the exhaust reaches the aftertreatment threshold for most of the load and RPM operating conditions.

  FIG. 12D summarizes the effect by showing the temperature increase of the engine system as a function of engine speed. Implementing the CDA mode changes the turbine out temperature (TOT) to a range of 40-250 ° C. for sample RPM and engine load.

  CDA mode fuel economy benefits are outlined in FIG. 12E. Engine 100 is typically optimized by the manufacturer for a particular load. That is, the effect of cylinder deactivation decreases as the control scheme approaches the already optimized design parameters. In the example of FIG. 12E, the CDA mode does not provide a fuel economy benefit at 150 ft-lbs because the engine is optimized for a 150 ft-lb load. A neighborhood load of 125 ft-lbs also provides no or near fuel economy benefits. However, the technology that provides an “engine-in-engine” has a broad effect of increasing fuel economy by up to nearly 30% for lower loads of 50, 75, and 100 ft-lbs. Returning to FIG. 12B, reducing friction is the effect of encouraging the use of CDA over mere heating at start-up.

  Looking at FIG. 12F, which combines the embodiments of FIGS. 12A-12E, the inventors have found improved applicability of CDA. Although thermal effects occur for post processing, additional modes of operation and control strategies extend the applicability and use of CDA.

  In one aspect, reducing the time to heat the catalyst 800 is advantageous for a large number of vehicles, particularly medium and heavy duty vehicle diesel machinery. Most off-highway machinery cannot meet the current FTP (Federal Test and Inspection Process) nitrogen oxide requirements because most of its operating time is spent at low loads. Considering FIG. 12F, it can be seen that for an exemplary vehicle, the temperature of the exhaust can be different based on the revolution per minute (RPM) of the crankshaft 101 and based on the engine load applied in bar. . The vast engine operating range can result in exhaust temperatures that cause the catalyst 800 to operate to efficiently filter contaminants. Without using one of the techniques disclosed herein, normal full cylinder combustion mode operation obtains an efficient contaminant filtration temperature at line 60 of FIG. 12F. Many off-highway cars and commercial vehicles such as buses, municipal cars, transport vehicles, etc. operate inefficiently at line 50 in FIG. 12F. However, utilizing one of the techniques disclosed herein results in a lower load requirement to obtain the operating efficiency of the catalyst 800. Note that the emphasis on using CDA typically raises the post-treatment temperature. The effect can still be exploited using the friction relaxation techniques disclosed herein. Implementing friction relaxation techniques and applying additional selectivity creates a temperature effect while protecting the clutch and transmission. The technology disclosed herein recognizes the effect on CDA and has provided a method for operating an engine system in a CDA mode that has long been felt necessary, but is difficult to understand in the prior art.

  Prior art in CDA technology has worked to properly balance the effects of CDA and noise, vibration, and discomfort (“NVH”). The present application relates to a cylinder deactivation strategy for NVH management. The present application also relates to CDA and drivetrain operating range for maximum post-processing efficiency. Since torsional vibrations limit the ability to use cylinder deactivation (CDA), the present disclosure shows that CDA can operate at BMEPs of less than 3-4 bar over the engine speed range using current clutch packages. In addition, the effect of friction relaxation outlined in FIG. 12B can be selected. The following example illustrates that the limits can apply to the operating limits of CDA. Thresholds 1201, 1202, and 1203 may be applied to select the number of cylinders to pause based on engine load in bar, or engine BMEP. The threshold 1201 is an upper limit value for CDA activity. Below threshold 1201 and above threshold 1202, CDA use is time limited to avoid harmful NVH. Below threshold 1202, the specific cylinder selection is limited by gear or power settings. The threshold 1203 serves as an additional delimiter for selecting the number of CDAs for the working cylinder.

  Torsional vibration needs to be taken into account when operating cylinder deactivation (CDA). The present disclosure shows that CDA can be operated at up to 3-4 bar BMEP over the speed range. In short, CDA can operate at higher BMEP as speed increases. BMEP below 3-4 bar is the main operating range that raises the exhaust temperature reached by the CDA.

There are no restrictions to run:
i. 2-cylinder pause at a maximum of 50 kW in any gear,
ii. 3 cylinders at maximum 50kW in gears 1-9,
iii. 4-cylinder rest at maximum 50kW in gears 1-6.
iv. Also, any combination of CDAs can operate up to 25 kW in any gear (including idle because there is no load).

  During a transition time of less than 2 seconds extending the operating range during acceleration and load changes, the BMEP of 3-4 bar may be exceeded. In the example of FIG. 12F, the transition time fits between thresholds 1201 and 1202, and further the threshold 1202 corresponds to a simple example of 3-4 bar BMEP.

  In the example of FIG. 23, monitoring the gear selection of the transmission in S2301, monitoring the BMEP of the engine system in S2302, and monitoring the output of the engine system in S2303 are the number of cylinders that can start CDA, selection It shows providing an input to determine the CDA duration for a given cylinder and its power limit. Various sensor and system modifications to monitor the engine system, process detected signals, etc. are within the normal skill range in addition to the skills outlined above. Similar inputs can be applied to deactivate all of the cylinders of the engine system in S2404 of FIG. 24, but deactivating all cylinders is simpler, for example, without limitation with respect to gear selection or BMEP. be able to.

  In FIG. 23, S2310 provides another example transition time that would correspond to the zone between thresholds 1201 and 1202 in FIG. 12F. Similarly, S2320 provides another example zone between thresholds 1202 and 1203 in FIG. 12F. Also, S2330 provides another zone example that is less than the threshold 1203.

  When BMEP is less than 4 bar, CDA mode can be initiated with at least one cylinder of a multi-cylinder diesel engine. Also, when BMEP is greater than 4 bar, the CDA mode can be terminated with at least one cylinder. Terminating the CDA at operating conditions above 4 bar allows the engine to operate in a full cylinder operating mode of operation that is optimized for operation. This also avoids the hazard problem of NVH.

  Alternatively, having a BMEP of 4-6 bar in S2310 can lead to a determination of whether the engine system output is 50 KW or less in S2313 or 25 KW or less in S2312. When the output is 25 KW or less, two, three, or four CDAs (pauses) of the six cylinders can be started, and the transmission of any gear can be operated in S2314. This example is for a 6 cylinder engine system, however, the results can be extended to other engine sizes. For example, four, six, or eight cylinders of a 12 cylinder engine can be deactivated. Or some cylinders to be selected for pause, such as 1/3, 1/2, or 2/3 of the cylinders. Because time can be limited in the CDA for high power, a time constraint is applied in S2316, so the CDA can be terminated, for example, after 2 seconds. Similarly, when the output is 50 KW or less, CDA can be started with only 2 out of 6 cylinders or with 1/3 of the cylinders available in any gear in S2315 (is is possible to). Time constraints can be applied as well.

  Instead of limiting BMEP to 4 or 4-6 bar, in the previous example, BMEP can be limited to 3 bar. This will lead to starting the CDA mode on at least one cylinder of the multi-cylinder diesel engine when BMEP is below 3 bar. Also, when BMEP is greater than 3 bar, the CDA mode operation is limited to a duration of 2 seconds or less with at least one cylinder.

  Alternatively, the CDA mode can be initiated with at least one cylinder of a multi-cylinder diesel engine when BMEP is less than 3 bar. Also, when BMEP is greater than 3 bar, the CDA mode can be completely terminated with at least one cylinder. This excludes CDA at operating points above 3 bar.

  In S2330, when BMEP is 3 bar or less, two options are possible in S2331 and S2340. If the output is 25KW or less in S2331, then CDA can be started with two, three, and four cylinders of the six-cylinder engine system for an arbitrary time with an arbitrary gear. However, if the output is 25-50 KW at S2340, then various decisions and restrictions are implemented to protect the vehicle driveline. Gear dependency can limit the number or cylinders available for CDA. That is, based on what is determined, one or all of two, three, or four cylinders can be used for CDA. For example, in S2341, it is possible to start CDA with two cylinders for an arbitrary time with an arbitrary gear. However, if gears 1-9 are selected in S2342 with an output of 25-50 KW, then CDA can be used with 3 cylinders for any time in S2344 (2 cylinder CDA includes overlapping ranges) Can be used). If the gears 1 to 6 are selected from the illustrated 10 gear transmission in S2351, the CDA can be started with four cylinders for an arbitrary time. (The 2 and 3 cylinder CDAs contain overlapping areas and can be used.)

  When BMEP is 3-4 bar in S2320, overlapping options are available from S2340. Furthermore, determining the output to be below 25 KW in S2321 improves the cylinder selection to be in 2 or 3 cylinder CDA at any gear and at any time in S2323.

  Stated another way, the available algorithm starts the CDA mode with at least one cylinder of a multi-cylinder diesel engine (or 2 cylinders, or 1/3 of a cylinder) when the output is less than 25 kW. Next, when the output is greater than 25 kW, the CDA mode operation can be limited with at least one cylinder (or two cylinders, or one third of a cylinder). Limiting CDA mode operation with at least one cylinder when the output is greater than 25 kW limits the number of cylinders of a multi-cylinder diesel engine operating in CDA mode to two cylinders and two in CDA mode. Limiting the operation of the cylinder to a maximum output of 50 kW. When the output is over 50 kW, the CDA mode can be terminated with at least one cylinder. Alternatively, the gear selection of the transmission can be monitored and the transmission comprises at least 10 gears and limiting the CDA mode operation with at least one cylinder when the output is greater than 25 kW, The number of cylinders of a multi-cylinder diesel engine operating in the mode is limited to three cylinders, the operation of the three cylinders in the CDA mode is limited to a maximum output of 50 kW, and the operation of the three cylinders in the CDA mode is changed. Limiting to the lowest 9 gears of the machine. Next, when the output is above 50 kW, the CDA mode can be terminated with at least one cylinder. Alternatively, when the output is greater than 25 kW, CDA mode operation can be limited with at least one cylinder, which limits the number of cylinders in a multi-cylinder diesel engine operating in CDA mode to four cylinders. And limiting the operation of the four cylinders in CDA mode to a maximum output of 50 kW and limiting the operation of the four cylinders in CDA mode to the lowest six gears of the transmission. Next, when the output is above 50 kW, the CDA mode can be terminated with at least one cylinder.

  Alternatively, the CDA mode can be initiated on at least one cylinder of a multi-cylinder diesel engine when the torque output is less than 130 foot pounds. Also, the CDA mode can be completely terminated with at least one cylinder when the torque output is greater than 130 foot pounds. This excludes CDA at operating points above 130 ft-lb of torque. This method would include the additional step of monitoring the torque output of the multi-cylinder engine.

  Alternatively, the speed output of a multi-cylinder engine can be monitored in units of miles per hour (“MPH”). Next, when the speed output is less than 30 MPH, the CDA mode can be started with at least one cylinder of the multi-cylinder diesel engine. Furthermore, the CDA mode can be terminated with at least one cylinder when the speed output is greater than 30 MPH.

  In addition, the air-fuel ratio in at least one cylinder of the multi-cylinder diesel engine can be monitored. When the air-fuel ratio is less than 45: 1, the CDA mode can be started with at least one cylinder. Further, when the air-fuel ratio is more than 45: 1, the CDA mode can be ended with at least one cylinder.

  Consistent with the above alternative, a friction determination can be performed to minimize friction between multiple cylinders of a multi-cylinder diesel engine and a corresponding reciprocating piston assembly. Such friction determination is consistent with the principles of FIG. 12B to produce fuel savings for the vehicle, increased engine life, extended coasting capability, improved platooning capability, and advanced speed control technology. Yes. Initiating CDA to reduce friction increases engine component life, reduces NVH, and improves the smoothness of automobile driving. This leads in particular to improved driver comfort, longer mechanical brake life and more accurate off-highway vehicle control.

  The friction determination may include the aspect of FIG. 23, such as selecting an appropriate number of cylinders for driving conditions. However, it is mainstream to prefer to minimize the total friction, and lower friction conditions are preferred despite other cylinder numbers being available for rest. Although preferring to minimize total friction can be preferred, it can be completely compatible with other uses of CDA for post-processing temperature control strategies.

  Based on the friction determination, the cylinder combination of the working cylinder and the idle cylinder with the smallest total friction can be selected. This can be done while satisfying engine power requirements. The CDA mode can then be initiated with at least one cylinder to minimize friction thereon.

  When zero or negative torque output is detected from the multi-cylinder diesel engine, the CDA mode can be initiated on all of the cylinders of the multi-cylinder diesel engine in response to the detected zero or negative torque output. Detecting can be direct monitoring of the engine system or monitoring wheel speed, accelerator position, brake position, or other user or system input such as coasting mode or platooning control hardware or software. Can be determined. That is, instead of sensing, a zero or negative torque output can be commanded.

  The platooning mode can be started in a car that uses a multi-cylinder diesel engine. This may include tracking the vehicle speed of the vehicle and the vehicle speed of at least one other vehicle operating in a platooning mode. Initiating the CDA mode with at least one cylinder then controls the vehicle speed of the vehicle in response to the vehicle speed of the tracked vehicle and the vehicle speed of at least one other vehicle operating in the platooning mode. Can be done for. Reducing friction improves the ability of automobiles to draft each other in platooning and is beneficial to the functionality of platooning. Since platooning is more tightly controlled in vehicle distance and relative speed, reducing friction by initiating CDA mode on all or some of the cylinders is more significant, such as by the above improvement in smoothness. Allows vehicle speed control. And vehicle speed is lost gradually. The inertia of the car is kept to a greater degree. When a cruise control type environment is desired, the reduced friction loss allows a better ability to move around the desired speed, such as with full or partial CDA. This improves fleet performance. Similarly, when detecting the coasting mode of a car utilizing a multi-cylinder diesel engine, the CDA mode is started with at least one cylinder to minimize friction thereon, thereby extending the coasting mode. be able to.

  The alternative and complement method is an overview of applying the friction relaxation point of view in FIGS. In FIG. 24, when the output monitoring in S2302 is supplemented, the engine system torque output can be received in S2401. Receiving may be by sensor or data processing. If the engine torque output is zero or negative in S2402, then all cylinders can be deactivated in S2404. This can be achieved, for example, when the driver removes pressure from the accelerator, when a descending gradient is detected, or when a coasting or platooning mode is detected. If a positive torque output is received in S2403, one or more cylinders can be paused while one or more cylinders remain active in S2405. Selecting one or more cylinders may coincide with any one of FIGS. 12A-12F and FIG.

  Similarly, in FIG. 22, the determination of whether the torque output at S2201 is zero or negative leads to the execution of the friction determination at S2202, which determines how best to limit the friction loss in the system. can do. Based on the determination, at S2203, one or more cylinders are selected for rest. The remaining cylinders are operating (burning). Next, in S2204, the selected cylinder is deactivated to reduce friction loss. This includes the extended coasting mode in S2205, adjusting the platooning vehicle speed in S2206, or otherwise connecting the torque output to the vehicle via a clutch and / or transmission in S2207. Can lead to one or more. The clutch can be engaged or disengaged and preferably engaged during friction relief. The transmission can be engaged or disengaged, preferably engaged during friction relief. This is especially true in the coast mode.

  This deviates from the operation of a hybrid vehicle or other start / stop application. The engine remains running while the crankshaft rotates and the piston reciprocates. In practice, it may remain connected to the drive train. It may not be necessary to disengage the clutch with the flywheel and it may not be necessary to separate the transmission from the engine to operate in these friction mode. The torque output can be coupled to the engaged clutch assembly to transmit the torque output through the clutch assembly to the vehicle drive train. The engine system is then ready to output positive torque on a cycle-by-cycle-by-cycle basis. The engine system can continuously couple the torque output to the engaged transmission and transmit the torque output through the transmission. For example, the engine is ready to apply engine braking to increase braking capacity in the next possible engine cycle. That is, when the detected engine brake command is generated in S2208, the CDA is immediately terminated in S2209, and the engine brake is applied in S2210 to increase the negative torque output. The engine brake can be applied in at least one cylinder, for example, by actuating a corresponding exhaust valve to release cylinder pressure from within the cylinder. Since the engine system does not stop during this friction-reducing technique, the engine remains ready for use. This is true even if determining the number of cylinders results in a combination of zero working cylinders and all idle cylinders.

  Computer control can be implemented to handle vehicle conditions in real time and dynamically adjust the number and position of cylinders selected for rest. As described above, the control unit includes one or more of the VVA control device 200, the ECU 1700, or the CDA control device 1800 incorporated in the central control unit 2100 (FIG. 21), or a network including these (FIG. 16). Can be provided. The control unit includes at least one processor 1720, 2120, 1820, at least one memory device 2130, 1730, 1830, and a set of at least one processor executable control algorithm stored in the at least one memory device. Allocation programming and networking can make the remote device controllable by the control unit (s) and can divide the processor into multiple subroutines and sub-processors as illustrated. At least one memory device 2130, 1730, 1830 is a tangible readable memory structure such as RAM, EPROM, mass storage device, removable media drive, DRAM, hard disk drive. The signal itself is excluded. The algorithms required to perform the methods disclosed herein are stored in at least one memory device 2130, 1730, 1830 for execution by at least one processor 1720, 2120, 1820.

  As an additional example, the computer structure can be in the vicinity of the supercharger 501 for the VGT control 500 and another computer structure can be in the vicinity of the EGR valve 410 for the EGR controller 400. Another computer structure can be in the vicinity of the intake and exhaust valves for the variable valve drive 200, yet another computer controller can be located for the fuel injection controller 300, And yet another computer controller can be implemented for the intake assist controller 600. Although subroutines can be stored in a distributed computer structure, centralized or core processing is performed in computer control system 1400.

  The set of at least one control algorithm is configured to receive engine power demand data from one or more power demand inputs, such as an automotive sensor 1714. For example, one of accelerator pedal position, active user selection (switch selection), system selection (such as ULTRASHIFT or ULTRASHIFT PLUS gear selection owned by Eaton Corporation (Cleveland, Ohio)), drivetrain speed sensor, engine sensor output, etc. More than one power requirement data can be transmitted. Another exemplary automotive sensor 1714 includes an intake manifold sensor 173, an exhaust manifold sensor 175, and an exhaust sensor 807, and may be transmitted along a line such as BUS to sensor data storage.

  The control unit (s) receives engine operating parameters including at least one of crankshaft rotations per minute and current load on the engine, which can be sensed via an automotive sensor 1714. Knowing current engine operating characteristics helps the control unit (s) determine the timing of output signals such as variable valve drive, cylinder deactivation, and fuel injection signals. When the received engine power request data is within one or more specific ranges, the control unit (s) further determines the number of cylinders of the plurality of paused cylinders based on the received engine power request data. Is determined based on the detected or stored friction value of the cylinder. This is part of method step 1901. Being within one or more specific ranges is monitoring engine operating mode and one of idle engine operating mode, loaded idle engine operating mode, coasting mode, and loaded engine operating mode. It can include looking at at least one threshold range including one or more. The cylinder combination of the active cylinder and the idle cylinder is adjusted based on whether the engine operating mode is an idle engine operating mode, a loaded idle engine operating mode, a coasting mode, or a loaded engine operating mode.

  Using the engine within the range of the CDA mode, the control unit (s) command to deactivate the determined number of cylinders of the plurality of cylinders. As outlined in FIG. 4A, an intake valve controller (such as OCV1 and OCV2 or cylinder deactivation mechanism 7000) deactivates the corresponding intake valve for the number of cylinders determined in response to the command. The exhaust valve control device (OCV3 and OCV4 or cylinder deactivation mechanism 7000) deactivates the corresponding exhaust valves for the number of cylinders determined in response to the command. Moreover, the injection control apparatus 300 stops the fuel injector corresponding to the number of cylinders determined in response to the command.

  FIG. 4A summarizes the steps for initiating cylinder deactivation. In step S103, fuel is shut off for the selected cylinder. In step S105, the intake and exhaust valves are disengaged from the operation of the electric solenoid (e-solenoid), the electric latch, the hydraulic latch, the cam selection, and the like, regardless of whether they are based on the electric means or the hydraulic means. The mechanism, cam-camless actuator, hybrid electro-hydraulic system, or similar means cannot be used. A certain amount of intake air flow is confined in the idle cylinder, and the air charge is confined in the example of step S107 in FIG. 4A.

  Corresponding intake valves for the determined number of cylinders may include corresponding hydraulically actuated latches connected to their corresponding intake valve controllers. The hydraulic actuation latch may be configured to pause and restart its corresponding intake valve. The fail-safe operation can confirm the latch position by monitoring the hydraulic pressure for the hydraulic actuation latch. The hydraulically actuated latch can be replaced with a corresponding electrically actuated latch, and failsafe operation can confirm the latch position by monitoring an electrical signal to the electrically actuated latch.

  The method of FIG. 4A can be used alone to improve engine fuel efficiency and contaminant control. However, FIG. 4B shows cylinder deactivation combined with additional control effects. For example, when the control unit 1700 or 2100 determines the number of cylinders for dormant cylinders, a calculation is performed to minimize friction between the cylinders and their corresponding reciprocating piston assemblies. The comparison calculation makes it possible to select the cylinder combination of the working cylinder and the resting cylinder with the lowest total friction while satisfying the engine power requirements. This is part of method step 1903. As an example, performing friction determination to minimize friction can know when the engine operating mode is coasting mode and pause as many cylinders as possible to further minimize friction. It may include extending the coast mode. When the engine mode is coasting mode, this can result in selecting the combination of cylinders with the lowest total friction and the combination of zero working cylinders and all idle cylinders. Further, the engine operating mode may further include a platooning mode, and selecting a combination of cylinders may further be based on minimizing friction to optimize the platooning mode.

  The set of control algorithms within the control unit further selects the active cylinder and idle cylinder allocation to minimize the total friction between the plurality of cylinders 1-6 and their corresponding reciprocating pistons 160. Can be configured. Once the number of cylinders of the multiple cylinders for deactivation is determined, for example, rail setup, cylinder capacity, whether the system is a static or dynamic CDA system (selection “walks” on the cylinder block) Whether or not), the cam cylinder position, the crank position, the stroke cycle position, and the like can be taken into consideration to determine the allocation of the idle cylinders. For example, the set of control algorithms can be further configured to dynamically allocate the number of cylinders for pauses over time and dynamically adjust the allocation of active and idle cylinders, As a result, over time, the number and position of active and idle cylinders change around the combustion engine.

  The set of control algorithms is further configured to iteratively update the number of cylinders for pauses over time. The new number of cylinders for the dormant cylinders is determined based on the updated engine power demand data and based on an updated determination of friction between the combustion cylinders and their corresponding reciprocating pistons. Can be done. For example, as the engine speed increases, the friction between the piston assembly 160 and the cylinder increases, so adjusting the cylinder selection to reduce as much friction as possible as the engine speed increases can be avoided. It is beneficial. Increasing fuel injection to the working cylinder may be a natural consequence of deactivating additional cylinders.

  Returning to FIG. 4B, in step S401, the control unit (s) determines whether the engine load meets the criteria for starting the CDA mode. If the engine system meets CDA criteria, such as by having an appropriate load or crankshaft RPM, or both, the computer control system determines the number of cylinders that can be paused while meeting the current load and RPM requirements in step S403. select. Additional factors to consider are whether the exhaust temperature is within the threshold range or the target temperature, whether the net thermal efficiency (BTE) exceeds the BTE threshold, or whether the exhaust gas is within the target level or at the target level , One or more of One strategy is to deactivate as many cylinders as possible without affecting the torque output of the engine. Another strategy is to deactivate as many cylinders as possible to maintain the highest possible exhaust temperature. Another strategy is to deactivate as many cylinders as possible to achieve as fuel-efficient operation as possible. Yet another strategy minimizes friction. Another strategy monitors the failsafe factor to execute a failsafe subroutine. Yet another strategy is to monitor capacitance to minimize energy waste and maximize energy reuse. Querying the criteria for performing these measures is done in step S401, and failsafe, capacitance, friction, energy usage, and fuel consumption data can be considered among other data.

  Once the number of cylinders for pause is selected in step S403, the fuel injection control device 300 shuts off the fuel to the cylinder selected in step S405. Simultaneous or consequent adjustment of the air-fuel ratio (AFR) for the combustion cylinder may be performed in step S413. The amount of fuel injected into the cylinder ranges from 0 to 100% and can be computer controlled by suitable mechanisms including sensors, transmitters, receivers, and actuators. Step S413 may additionally or alternatively be one of fuel injection timing or amount, intake flow, exhaust gas circulation (EGR), valve opening or valve closing profile (lift or timing) for the combustion cylinder. It may include adjusting the above. This can include the AFR adjustment strategy detailed above, and can include compressor 512 or intake assist device 601 or exclude supercharger 501 as needed. When the engine is a diesel engine, the set of at least one control algorithm further adjusts instructions for the fuel injectors to adjust the amount of fuel injection for the working cylinders of the plurality of cylinders based on engine power requirements. It is configured.

  Once fuel adjustment has been performed, intake and exhaust valve actuation is shut off for the cylinders selected and deactivated in step S407. System includes exhaust temperature, net thermal efficiency, pollutant level, exhaust flow through catalyst, aftertreatment system temperature, air / fuel ratio (AFR), torque output, BMEP, CDA time, engine system output, transmission gear, engine speed One or more of the outputs etc. are monitored in step S409. If the number of dormant cylinders cannot be adjusted, the monitoring of step S409 continues, but if additional cylinders can be deactivated, step S411 determines to do so. For example, thresholds for temperature, pollutants, friction, energy reuse, heat soaking or flow rates may indicate that increasing or decreasing the number of cylinders in the CDA will improve exhaust conditions. That is, if the threshold indicates that adjusting the cylinder in the CDA mode helps the target exhaust conditions, the method determines whether other parameters such as load and RPM enable the CDA mode in step S401. Check by returning.

  In one aspect, and returning to FIG. 5, the engine is generalized and labeled by six straight cylinders for convenience. In practical implementations, the cylinders are not necessarily aligned in a straight line. Even when they are aligned in a straight line, they are not always lit in the numbered order in the figure. That is, the cylinder may not ignite in the order of 1, 2, 3, 4, 5, 6. For example, the order in which the engine is ignited in normal operating mode may be 1, 5, 3, 6, 2, 4. In the CDA mode, the cylinders 4, 5, and 6 are stopped. The remaining cylinders ignite in order 1, 3, 2. Depending on where the engine is in its firing sequence, the cylinder selected for deactivation can be changed during the algorithm iteration. That is, the first iteration can be ignited as described. The second iteration may change the normal firing order to 3, 6, 2, 4, 1, 5. In this order, the cylinders ignite 3, 2, 1 while the cylinders 4-6 are deactivated. However, a startup sequence for implementing a new CDA mode pause sequence may start the pause cylinder and pause the combustion cylinder. In the order of 5, 3, 6, 2, 4, 1, the cylinders are ignited in order 5, 6, 4, and the cylinders 1 to 3 are stopped. That is, not only can the number of cylinders that burn and pause be changed, but the cylinders selected to burn and pause can also be changed during the algorithm iteration.

  Returning to the flow diagram, the result of step S409 can be analyzed and a determination can be made at step S415 to determine whether to adjust the exhaust profile. As noted above, it may be necessary to adjust engine activity at the cylinder level to adjust the exhaust mode and ability to heat the catalyst 800 or to filter contaminants. And in other words, if the exhaust profile is to be adjusted, the algorithm returns to step S413. Otherwise, the system continues to monitor as being in step S409.

  In step S417, it may be necessary to completely exit the CDA mode as when the load on the engine increases beyond a threshold. Or as when the net thermal efficiency or pollution prevention is better outside the CDA mode. As an additional example, fuel usage can be calculated for selected cylinder combinations and fuel usage can be calculated for cylinder combinations including all active cylinders. A comparison of the two calculations indicates whether the full cylinder mode or the idle cylinder mode is more fuel efficient. Various calculations can include this determination, for example, comparing the calculations for more or less idle cylinders. The start of higher or lower transmission gears in the active and idle cylinders can be compared with the current state and the determined state. Initiating the cylinder deactivation mode may be performed when the calculations and comparisons indicate that the fuel usage for the selected cylinder combination is lower than the fuel usage for the cylinder combination of all active cylinders.

  The system checks whether the engine still satisfies the criteria for performing the CDA mode by returning to step S401. If the base criterion is not met, step S417 triggers the end of the CDA mode. The idle cylinder returns to the ignition mode upon receiving valve operation control and fuel injection. However, the algorithm can continue to check whether AFR adjustment or valve profile adjustment benefits the exhaust profile, such as by continuing the flow through steps S413, S409, and S415.

  Trigger conditions for starting, ending, or delaying the start or end of CDA mode may relate to fuel economy, BTE, contaminant management, etc. as described above. However, another problem is “critical shift”. The critical shift can be understood by looking at the cylinder deactivation example in FIGS. 7A-9C and the plot of FIG.

  The cylinder deactivation mechanism 7000 is for a Type V engine and is shown in FIG. 1 rotated 90 degrees with respect to the view shown in FIG. 7A. The cam lobe 7003E rotates with respect to the bearing 7300 installed in the sleeve 7400. The latch, or “pin” assembly, 7700 is biased by a spring 7600 so that the edge 7770 of the latch is received in the recess 7450 of the sleeve 7400. In this default latched state, oil pressure is not supplied from the oil control valve OCV1, possibly apart from the steady state pressure. The push rod 7500 fits within the sleeve 7400 and an optional hydraulic lash adjuster (HLA) 7011E is also formed within the sleeve 7400. The cam lobe 7003E has an eccentric profile that lifts and lowers the associated valve 1E via the push rod 7500. In the latched state, the push rod 7500 moves with the sleeve 7400 in line with the sleeve motion arrow SM. However, when hydraulic fluid is applied to the latch 7700 via the oil control valve OCV1 by energizing the electrode 7800 to open the valve (via a solenoid, spool, or other means), the latch is The latch 7700 collapses inward. The push rod 7500 then reciprocates inside the sleeve 7400 in line with the push rod arrow PR, and the cam lobe profile does not lift and lower the valve 1E. The cam movement is “lost”.

  7B and 7C show the latch 7700 in more detail. Oil port 7480 is in fluid communication with oil control valve OCV1. The hydraulic pressure against the surface 7777 of the latch 7700 and within the cavity 7420 surrounding the periphery of the latch 7700 compresses the latch. The latch edge 7770 is no longer in the recess 7450.

  If the timing of the movement of the latch 7700 is not considered with respect to the cam lobe position, a critical shift occurs. If the latch edge 7770 is only partially engaged within the recess 7450, the latch 7700 may slide out of the recess 7450. The valve can then fall abruptly and piston contact can occur. Alternatively, the push rod may be damaged by sudden movement. Both can seriously damage the engine.

  A cylinder deactivation mechanism for a Type II engine is shown in FIGS. 8A-9C. In FIG. 8A, eccentric cam lobe 8003B is the overhead for cylinder deactivation mechanism 8100 and valve 150. A portion of the exhaust port 155 is shown near the valve head of the valve 150. The valve shaft extends to the stem seat 8900 on the cylinder deactivation mechanism 8100. Spring 156, spring seat 159, and collar 157 serve to bias valve 150. A hydraulic lash adjuster (HLA) 8500 is included to adjust the lash from the valve. The HLA 8500 can share fluid pressure with the latch 7700 via a port 8853 in the sleeve 8850. The HLA 8500 is fitted in the HLA recess 8855.

  The bearing 8300 rotates around the bearing axle 8320, and the cam lobe 8003B rotates around the bearing 8300. When the edge 8810 of the latch 8870 catches against the recess 8710 of the rotating arm 8700, the cam lobe 8003B pushes the valve 150 up and down by rotating relative to the bearing 8300. Spring 8860 is biased to the latched state between plug 8840 and latch 8870. The plug has an oil port 8830 for interfacing with the oil control valve OCV.

  The bearing axle 8320 may be formed integrally with the extension portion 8200. Bearing axle 8320 receives biasing force from spring 8140 via arms 8110 and 8150. The spring 8140 is held by a holding portion 8500. The arm 8150 is in contact with the shelf portion 8410. The spring force biases the bearing 8300 in contact with the cam lobe 8003B.

  If the timing to start or end the cylinder rest mode is not adjusted for cam lobe rotation, the edge 8810 will only be partially engaged with the recess 8710. The latch 8870 can slide relative to the inner arm 8700 or the arm 8700 can slip relative to the latch 8870. This movement is referred to as a critical shift because it can severely damage the engine, such as by allowing the valve to contact the piston or from the violent movement of the inner arm 8700 relative to the cam lobe 8003B. Avoiding critical shifts also avoids “clipping” latch 7700 or 8870 and causing damage to latch effectiveness.

  Type II and type V cylinder deactivation mechanisms are exemplary only, and other cylinder deactivation mechanisms can be used with the systems and methods disclosed herein. Alternatives that apply to engine types I, III, and IV are also within the scope of the disclosed systems and methods.

  Avoiding a critical shift can be understood with respect to FIGS. Camshaft sensor CM1 and crankshaft sensor CK1 may be Hall effect or other sensors that track teeth on camshafts 181, 182 and crankshaft 101. Individual teeth are plotted horizontally along the time axis. By tracking a missing tooth group such as a missing crankshaft CKM, or by detecting large or small tooth groups such as CMS1 and CMS2 on the camshaft, the ECU 1700 and the CDA controller 1800 Engine cycle activity can be tracked, where the piston is located in the cylinder, and where the cam lobe is located relative to the pause mechanism. Tracking a missing tooth group or a tooth group of a size with no common point and knowing the timing between teeth allows for a clear tracking mechanism. The critical shift position is circled in FIG. Initiating cylinder deactivation within a circled period gives the risk that the latch will slide out of the recess and cause a critical shift event.

  To avoid a critical shift event, the cylinder deactivation controller 1800 instructs to execute a fail-safe subroutine to avoid the risk of critical shift associated with the corresponding intake valve and corresponding exhaust valve deactivation timing. To do. The cylinder deactivation controller 1800 includes a fail-safe subroutine that includes verifying that the corresponding exhaust valve for the determined number of cylinders is within a switching window between the previous exhaust valve close and the exhaust valve open command. Command. Another aspect of the failsafe subroutine may include verifying that the corresponding exhaust valve for the determined number of cylinders is within a switching window outside the exhaust valve opening event. To protect the exhaust valve, a cylinder deactivation command can be issued during switching window 1 or 2, but once the exhaust valve begins to open, the next switching window begins until the intake valve begins to lift do not do. A non-rest window then exists between the exhaust valve opening command and partial exhaust valve lowering.

  Initiating the pause mode for the corresponding intake valve of the selected number of cylinders is the switching after the intake valve opening command and before closing in the succession of the intake valve opening command of the corresponding intake valve of the selected number of cylinders. Can happen in a window. Initiating a pause mode for a selected number of cylinders of corresponding intake valves may occur in a switching window after an intake valve opening command and prior to fuel injection to the selected number of cylinders of corresponding intake valves. When restarting the selected number of cylinders, restarting includes ordering the opening of the exhaust valve for the selected number of cylinders prior to ordering the opening of the intake valve for the selected number of cylinders. Initiating the cylinder deactivation mode at the selected number of cylinders occurs when the intake valve and the corresponding exhaust valve corresponding to the selected number of cylinders are closed.

  In another alternative, the command to deactivate the determined number of cylinders began opening and closing the corresponding exhaust valve for the determined number of cylinders and then opening the corresponding intake valve for the determined number of cylinders Later, it can be timed to occur before closing the corresponding intake valve for the determined number of cylinders. Also, the command to pause the determined number of cylinders is that after opening and closing the corresponding exhaust valve of the determined number of cylinders, and opening and closing the corresponding intake valve of the determined number of cylinders However, it may be timed so that a determined number of cylinders of corresponding fuel injectors occur before injecting fuel.

  Failsafe may include verifying that the corresponding exhaust valve for the selected number of cylinders is within a switching window between the previous exhaust valve close and the exhaust valve open command. An alternative step of verifying that the corresponding exhaust valve for the selected number of cylinders is within the switching window outside the exhaust valve opening event. The fail safe subroutine may also include verifying that the corresponding intake valve for the determined number of cylinders is within the switching window after the intake valve opening command.

  The step of initiating the cylinder deactivation mode is selected after opening and closing the corresponding exhaust valve for the selected number of cylinders and after starting to open the corresponding intake valve for the selected number of cylinders. The number of cylinders can be timed to occur before closing the corresponding intake valve. The steps for initiating the cylinder deactivation mode are after opening and closing the corresponding exhaust valve for the selected number of cylinders and after opening the corresponding intake valve for the selected number of cylinders and starting to close, A selected number of cylinders of corresponding fuel injectors can be timed to occur before injecting fuel.

  Further, the failsafe subroutine may include verifying that the corresponding intake valve for the determined number of cylinders is within a switching window after or outside the intake valve opening command. By waiting for the intake valve lift to begin, the lift event clamps the latch in place so that the latch cannot slide out of the recess. If a pause signal is provided to move the latch 8870 or 7700, a loss of hydraulic pressure from the oil control valve OCV1 will not retract the latch out of the recess because the latch is clamped by the force of the lift event. Even an electronically actuated latch, which is an envisaged alternative, cannot move out of the recess due to the clamping force during the lift.

  The peaks of the exhaust valve lift event and the intake valve lift event are shown relative to the proximity sensor voltage reading. Proximity sensors provide a clipped peak due to sensor location and valve shape.

  Instead of multiple tooth readings, another alternative contemplates tracking the position of the piston assembly 160. Alternatively, the tooth reading can be converted into piston position data to monitor the position of the piston assembly 160. To avoid the critical shift risk for intake valve restart, the corresponding piston position for the idle intake valve is monitored and the top dead center of the number of idle cylinders for which the corresponding piston is selected by the corresponding piston position. Initiating a restart when it is indicated that is remaining. To avoid the critical shift risk for exhaust valve restart, it is possible to monitor the corresponding piston position for a paused exhaust valve, and the corresponding piston position will cause the bottom dead center for the number of pause cylinders for which the corresponding piston is selected. Initiating a restart when it is indicated that is remaining.

  FIG. 11 illustrates that a voltage can be applied to lead 7800 to pressurize hydraulic pressure from port 7850 to latch 7700. A voltage can be applied in the second switching window immediately after the intake valve lift starts and immediately before the exhaust valve is completely closed. When the latch 7700 is clamped in the recess between the HLA 7011E and the sleeve 7400, the hydraulic pressure increases rapidly as indicated by the sharp peak. As the latch moves to the unlatched state, the OCV pressure drops slightly and then the pressure rises again before it settles during rest. The OCV current increases rapidly after the OCV voltage signal is issued. Increasing the pressure in this way allows for a fast latch reaction time and can be part of the energy waste calculation.

  By including a capacitive device on the OCV control rail, it is possible to have faster reaction times while reducing energy waste. 16 and 21 show a capacitor connected to the OCV and cylinder deactivation mechanism 7000. FIG. Having an electronic latch on the cylinder deactivation mechanism 7000 or electronically controlled hydraulic makes the system more responsive. The cylinder deactivation mechanism can be arranged independently or in the rail, such as the OCV1 and OCV2 and OCV3 and OCV4 pairs shown in FIG. 3A. The rail of the cylinder deactivation mechanism can be configured to deactivate and restart the intake and exhaust valves. The pause command can be an electrical signal having an energy level. The rail comprises an electrical energy storage device such as a capacitor, and the energy storage device (device) is configured to store a portion of the energy level of the command. Since excess energy is placed in good use (faster reaction time) during the next instruction, storing a portion of the instruction's energy level reduces energy waste in the system. That is, determining the number of cylinders can be further based on reducing energy waste in the system. The controller unit is configured to select a combination of cylinders that maximizes use of the stored instruction energy level by repeatedly selecting a pause cylinder associated with the stored instruction energy during an iterative decision. ing.

  During the restart, the cylinder deactivation control device 1800 commands the reactivation of the deactivated intake valve and the deactivated exhaust valve. The cylinder deactivation controller 1800 further commands to execute a fail safe subroutine to avoid the risk of critical shift associated with the timing of the corresponding intake valve and corresponding exhaust valve restart.

  As seen in FIG. 13, the OCV voltage is terminated when neither the exhaust valve nor the intake valve can begin to lift and contact the piston assembly 160. This also avoids “clipping” the latch 7700 or 8870 against the recess 7450 or 8710. Proper timing of the restart signal, thus avoiding critical shifts, and fail-safe subroutines are executed for that purpose.

  A preliminary protocol and an interrupt protocol are shown in FIG. In the outer ring, the main protocol repeatedly indicates that the crankshaft teeth are scanned and the camshaft teeth are scanned. The position of each shaft is determined according to the principle of FIG. Positioning both camshaft and crankshaft positions via tooth readings, the main protocol is that the required engine information is known, such as one or more of engine cycle, valve position, and piston position. Check. The engine speed can also be solved. ECU 1700 and CDA control device 1800 have in-vehicle information for checking tooth group information. The data received from the cam and crank sensors CM1 and CK1 can be compared with the known data, and once the position is confirmed, the protocol increments the tooth and the next expected tooth pattern. Can be scanned for. Upon capturing a pause command, which can be a signal issued from ECU 1700 or a manual input from the user, such as by a switch, the protocol considers whether the current engine status can be compatible with the pause command. Pause timing is confirmed or delayed to avoid critical shifts. The pause command is then output to the cylinder pause mechanism 7000, OCV, etc.

  The interrupt protocol in the middle cycle initiates a “pause” on the engine response when a crankshaft or camshaft tooth reading triggers the interrupt protocol. For example, if no teeth are detected for one or both of the camshaft and crankshaft during the selected period, this is a trigger that is read by an interrupt protocol that requires a hold status command. A pause is issued to prevent a shift in engine response. Similarly, failsafe execution can trigger an interrupt protocol to issue a hold status instruction.

  16 and 21 show an alternative control unit and system layout. In FIG. 16, the control unit includes an engine control unit 1700 that is separated from the cylinder deactivation control device 1800. Each includes at least one processor 1720, 1820, at least one memory device 1730, 1830, and a set of at least one processor executable control algorithm stored in the at least one memory device. The engine control unit 1700 determines the number of cylinders for a plurality of pause cylinders based on the engine power request data received by the engine control unit. Engine power demand data can originate from the vehicle sensor 1714 and can be obtained from operating conditions 1735 stored based on the vehicle sensor 1714. The automotive sensor 1714 can detect a number of things such as acceleration, deceleration, engine operating mode, user input, stability system parameters, and the like. The cam sensor 1710 and the crank sensor CK1 may be the Hall effect sensor CM1 or CK1 of FIG. 3A or another type of sensor such as optical, magnetic, electrical, etc. The cam sensor 1710 and the crank sensor 1712 send data to both the ECU 1700 and the CDA control device 1800 to form cam gear data 1731, 1831 and crank gear data 1733 stored by forming real-time cam gear data and crank gear data. , 1833.

  The ECU 1700 processes the stored data and performs fuel injection control (timing, amount, cylinder deactivation, etc.) in the fuel injection management module 1720. The output from the module is sent to a fuel controller 300 that can communicate in two directions to assist in failsafe decisions.

  The ECU 1700 also executes a friction calculation with the friction calculator 1723. Further, a waste energy calculation is executed by the energy waste calculator 1725. The results of the two computers are fed into the combiner 1740 along with the fuel injection management output, resulting in a final cylinder deactivation command and transmitted to the CDA controller. The combiner 1740 can compare the results of the calculation to determine the optimal fuel usage by the engine. The CDA control device 1800 returns data to the ECU 1700 for further processing, and the CDA control device 1800 confirms that the corresponding intake valve and the corresponding exhaust valve have stopped for the determined number of cylinders. A pause confirmation or other feedback to the ECU can ensure continuous engine operation.

  In the cylinder deactivation control device 1800, the cam calculator 1823 processes the stored cam data and real time cam data and compares them to find the camshaft position and other such as lobe position, valve open or closed position, etc. Resolve information. Crank calculator 1825 processes the stored crank data and real time crank data and compares them to find the crank data position and resolve other information such as piston assembly 160 position, stroke cycle position, and the like. The resolved information is sent to the failsafe computer 1827 to check for interrupt protocol triggers in other failsafe subroutines. The OCV feedback signal 1714 from the OCV can be stored as OCV status data 1837, which can be forwarded to a failsafe computer for processing. The latch position can be solved or the line pressure can be taken into account. The ECU 1700 shows a cylinder selection 1839 that can be stored in memory and forwarded for fail-safe checks. After the failsafe computer checks the instructions and decisions, the output processor prepares the last signal for the cylinder deactivation mechanism, here OCV.

  Comparing FIGS. 16 and 21, a network of elements is shown in FIG. 16, and an integrated structure is shown in FIG. In FIG. 16, the cylinder deactivation control device receives an instruction from the electronic control unit 1700 to deactivate the determined number of cylinders of the plurality of cylinders, and the cylinder deactivation control device 1800 receives the corresponding intake valve and the determined number of cylinders. The corresponding exhaust valve is deactivated. Further, the cam sensor CM1 and the crank sensor CK1 transmit data to the ECU 1700 for processing as described above. The signal conditioning board 1602 interrupts the sensor data and uses the detected data to make it compatible with the CDA controller. The communication circuit 1604 formats the CDA controller pause signal to be compatible with OCV and prepares the pause signal formatted to be compatible with the capacitive storage device C. Feedback from the OCV is fed into the signal conditioning board 1602 so that the CDA controller 1800 can process the feedback.

  FIG. 16 also includes an alternative failsafe subroutine for confirming that fuel has been turned off for the fuel injection controller 1606. A fuel injection shut-off can be required prior to valve deactivation to ensure that wall wetting or other negative fuel usage does not occur as a result of the deactivation command. In yet another alternative, a fuel cutoff confirmation can be sent to the CDA controller 1800 and included in the failsafe subroutine process.

  The alternative layout of FIG. 21 integrates computing to form a stronger and less networked ECU 2100. The memory 2130 receives data from the cam sensor CM1, the crank sensor CK1, and the automobile sensor 1714. Here, the processor includes assignment programming that forms a plurality of in-vehicle subroutines for data processing. Friction calculator 1723 and energy waste calculator 1725 send the results to CDA controller 1700 for cylinder selection and formation of a pause command. The variable valve drive (VVA) control apparatus 200 assembles variable valve drive signals such as intake valve early open (EIVO), intake valve late close (LIVC), exhaust valve early open (EEVO), etc. for the purpose. The fuel control device 300 is also incorporated in the ECU 2100 and transmits a fuel signal to the fuel injector control device 1606.

  FIG. 19 shows a decision tree for starting the CDA mode and selecting a cylinder for pause. Three events may occur when the engine power demand is within the CDA mode as determined at step 1901. For one stream, the exhaust temperature is determined in step 1915. A heat soaking decision may be made at step 1917. If heat soaking is desired, the CDA mode is optimized in step 1919 to provide maximum heat to the exhaust system. In another stream, friction is minimized by performing the study of FIGS. 12A and 12B in step 1903. The maximum energy reuse is also determined at step 1913 by considering the capacitive storage device C. Three outputs are transmitted and a comparative fuel usage is calculated in step 1905. Here, as described above, a comparison of several calculations indicates which is more fuel efficient, and the comparison calculation may further include the above comparison with full operating cylinder mode both with and without changing gear selection. A cylinder combination is selected in step 1907. One or more failsafes are performed in step 1908, which is described in more detail in FIG. If the CDA mode is safe, then a pause command is issued and the engine starts the CDA mode at step 1911. If the CDA mode is not safe, then the process can return to failsafe processing, such as timing adjustments, or the process can return to a higher step in the flow diagram.

  12A and 12B provide a decision to pause one or more cylinders to reduce torque drain on the crankshaft by reducing the friction caused by the working cylinders in the cylinder set. In FIG. 12A, the engine with the piston removed has a crankshaft drive torque compared to the engine speed in revolutions per minute (RPM). The torque required to rotate the crankshaft can be seen on the upper line, with all 6 cylinders running, ie without cylinder deactivation selection. Crankshaft torque requirements improve this engine because the cam receives less resistance on the idle cylinder than it receives on the working cylinder. As the number of cylinders in the idle cylinder set increases, the torque required to move the crankshaft decreases. This means that in addition to fuel saving from suspending fuel injection and fuel saving from increasing the efficiency of the working cylinder, suspending the cylinder prevents energy drain on the crankshaft. Means improving fuel savings. The delta torque ΔT can be seen at 1700 RPM when the engine is idle and is equal to at least 2 ft-lbs of torque saved by transitioning from 6 working cylinders to 3 working cylinders and 3 resting cylinders. Since the control strategy favors maximizing the number of cylinders to be deactivated, by selecting the combination of cylinders of active cylinders and idle cylinders that have the lowest total friction while satisfying engine power requirements, To minimize friction between their corresponding reciprocating piston assemblies, referring to the data in FIG. 12 aids in cylinder deactivation determination.

  FIG. 12B shows the test results of the fully assembled engine. Here, motoring torque (torque required to power the engine without supplying net torque) is compared with engine RPM. Again, the full working cylinder set requires the most torque output. Pausing the cylinder improves engine efficiency by reducing pumping loss and by reducing friction loss. Fuel consumption is improved. The delta torque ΔT at 2100 RPM relates to 70% energy savings from 6 cylinders operating to 3 working cylinders and 3 idle cylinders.

  The principles of FIGS. 12A and 12B can be applied to down gradients, such as 1/2% or 1% gradients, and cylinder sets with all cylinders inactive save fuel and improve coasting and platooning capabilities. Can be selected to expand. A coasting or platooning vehicle will move further as motoring torque decreases.

  Several failsafe protocols are outlined in FIG. Performing failsafe in step 1908 may include one or more of several determinations and steps. For example, one failsafe subroutine monitors the latch position at step 2201. In step 2203, a determination is made as to whether the latch position is safe. If not, the current cylinder selection is maintained at step 2218. If the latch position is safe, then at step 2222 the CDA mechanism is activated.

  In another stream, if the cam position is known and the switching window is open, step 2222 can then be performed. Step 2210 can be combined with valve position sensing at step 2212 and crank position determination at step 2214, or each step can be a separate failsafe subroutine. Positive results for steps 2214 and 2212 lead to switching window determination. If the switching window is open, then the CDA mechanism is activated in step 2222, but if the switching window is closed, then in step 2218 the current cylinder selection is retained.

  In another stream, the failsafe subroutine checks in step 2221 if fuel injection has been paused. Alternatively, the fail safe subroutine includes determining whether the injection control device has injected fuel into any one of the determined number of idle cylinders. Alternatively, the fail-safe subroutine includes determining whether the injection control device has received a command to pause the determined number of cylinders. A negative result leads to step 2218, while a positive result leads to step 2222.

  The additional failsafe subroutine may include a CDA controller 1800 that confirms that the corresponding intake valve and the corresponding exhaust valve are deactivated for the determined number of cylinders.

  The static CDA mode can be arranged to provide actuation in a manner where the common rail is fixed to the designated cylinder. The rail is either on or off. For example, OCV1 and OCV2 OCV pairs are always operated together. Alternatively, the dynamic CDA mode allows one or both of OCV1 and OCV2 to be activated. If all cylinders have a cylinder deactivation mechanism and, as a result, the engine system further comprises at least one cylinder deactivation unit for each of the plurality of cylinders, then all of the cylinders may use the CDA mode. The CDA pattern can be changed around the engine over time.

  In another aspect, determining the number of cylinders results in a combination of active and idle cylinders, with more than half of the plurality of cylinders being idle cylinders. Alternatively, only one of the plurality of cylinders is a pause cylinder. Also, determining the number of cylinders can include selecting from among one pause cylinder, two pause cylinders, or three pause cylinder options. Also, half of the cylinders can be idle cylinders.

  In a further aspect, the engine system may include a load monitoring sensor. The set of at least one control algorithm is configured to receive load data, determine an engine load, and determine an engine output requirement based on the engine load. When the engine load is below the first threshold, the number of cylinders selected for rest can be adjusted to meet the engine output requirements. When the engine load exceeds the first threshold, the control algorithm excludes at least one of the plurality of cylinders selected for pause and responds to at least one of the excluded cylinders. Instruct the injection control device to start the fuel injector and instruct the intake valve control device to start the corresponding intake valve for at least one of the excluded cylinders. It may be further configured to instruct the exhaust valve controller to activate a corresponding exhaust valve controller for at least one.

  When the engine system includes an intake assist device and an air flow sensor, at least one set of control algorithms receives the air flow data, determines an air flow for a corresponding intake valve, and based on the determined air flow And further configured to determine an air-fuel ratio for each of the plurality of cylinders based on the fuel injector command. Based on the determined air-fuel ratio, the intake assist device is commanded to increase the air flow to the plurality of cylinders when the engine load is within a predetermined range. Alternatively, the command to the fuel injector can be adjusted to adjust the amount of fuel injected into the working cylinders of the plurality of cylinders based on the determined air / fuel ratio.

  A method of operating a multi-cylinder engine system in cylinder deactivation mode may include determining that the engine system operates within at least one threshold range. The method selects the number of cylinders of the multi-cylinder engine to be deactivated. Perform fail-safe operation to check the latch position of the pause mechanism. The system then initiates a cylinder deactivation mode with the selected number of cylinders. Initiating the cylinder deactivation mode includes deactivating fuel injection to the selected deactivation cylinder and deactivating intake valve operation and exhaust valve operation for the selected deactivation cylinder.

  A method of operating a multi-cylinder engine system in cylinder deactivation mode is to determine that the engine system operates within at least one threshold range, wherein the at least one threshold range includes engine power demand. May be included. Friction determination is performed to minimize friction between the cylinders and their corresponding reciprocating piston assemblies. The method includes selecting a cylinder combination of active and idle cylinders that provides the lowest total friction based on friction determination while satisfying engine power requirements. Selecting the number of cylinders of the multi-cylinder engine to be deactivated can be based on minimizing friction between the corresponding piston assembly of the selected number of cylinders and the corresponding cylinder wall.

  The method of friction determination may include accessing a sensed or stored friction value of a multi-cylinder engine system. The method may also include distributing active and idle cylinders around the multi-cylinder engine system to minimize the total friction between the plurality of cylinders and their corresponding reciprocating piston assemblies. The distribution and number of cylinders can be updated iteratively based on updated engine power demand data and based on updated friction decisions. The distribution of active cylinders and idle cylinders can be adjusted over time so that the number and position of active cylinders and idle cylinders vary from one multi-cylinder engine system.

  Performing the friction determination may further include performing a cam friction determination to minimize friction between the one or more rotating cam lobes and the one or more valve actuation mechanisms.

  At least one threshold range can be set for monitoring engine crankshaft speed and entering or exiting CDA mode, the threshold range being divided into a high speed threshold range and a low speed threshold range. The cylinder combination may be adjusted based on whether the engine crankshaft speed is within the high speed threshold range or the low speed threshold range. It is also possible to monitor the engine operation mode including the start mode. At least one threshold range may include an activation mode. The threshold may alternatively be a monitored accelerator opening or a subset of another user input such as switch selection or “button up” or “button down” commands.

  Other implementations will be apparent to those skilled in the art from consideration of the specification and practice of the examples disclosed herein.

Claims (52)

A friction loss management system for an engine,
A combustion engine comprising a crankshaft and a plurality of cylinders associated with the crankshaft, each of the plurality of cylinders corresponding to
A reciprocating piston assembly connected to the crankshaft;
A fuel injector connected to the injection control device, the fuel injector configured to pause and restart;
An intake valve connected to the intake valve controller, the intake valve configured to pause and restart; and
An exhaust valve connected to the exhaust valve control device, the exhaust valve configured to pause and restart; a combustion engine;
A control unit comprising at least one processor, at least one memory device, and a set of at least one processor-executable control algorithm stored in the at least one memory device, the control unit comprising: Set
Receive engine power request data from one or more power request inputs;
Receiving engine operating parameters including at least one of crankshaft rotations per minute and current load on the engine;
When the received engine power requirement data is within one or more specific ranges, the number of cylinders of the plurality of cylinders for pausing is further detected based on the received engine power requirement data. Determined on the basis of the recorded or stored friction value,
The intake valve controller is configured to instruct to deactivate the determined number of cylinders of the plurality of cylinders, and the intake valve control device deactivates the corresponding intake valve of the determined number of cylinders in response to the instruction. The exhaust valve control device pauses the corresponding exhaust valves for the determined number of cylinders in response to the command, and the injection control device responds to the command for the corresponding number of cylinders determined. A control unit for pausing the fuel injector,
Determining the number of cylinders of the plurality of cylinders for pausing includes selecting the combination of the cylinders of the working cylinder and the pausing cylinder that minimize the total friction while satisfying the engine power requirement. A system that minimizes friction between their corresponding reciprocating piston assemblies.   The set of control algorithms is based on updated engine power demand data and based on an updated determination of friction between the plurality of combustion cylinders and their corresponding reciprocating pistons. The system of claim 1, further configured to iteratively update the cylinder number of the plurality of cylinders for dormancy over time by determining a new cylinder number of the plurality of cylinders.   The set of control algorithms is further configured to dynamically allocate the number of cylinders of the plurality of cylinders for pausing over a long period of time and dynamically adjust the allocation of working cylinders and pausing cylinders; The system of claim 1, wherein over time the number and position of active and idle cylinders vary around the combustion engine.   The engine is a cam-type engine including at least one cam rail, the at least one cam rail including at least one corresponding cam lobe for each of the plurality of cylinders, and the at least one corresponding cam lobe is the at least one corresponding cam lobe. 2. Rotating with a cam rail to lift and lower one of the corresponding intake valves, the at least one corresponding cam lobe contributing to the sensed or stored friction value. The system described in.   Determining the number of cylinders results in a combination of active and idle cylinders, where the combination of active and idle cylinders results in torsion, which is one of the transmissions or clutches associated with the engine. The system of claim 1, corrected by using one.   The system of claim 1, wherein determining the number of cylinders results in a combination of active and idle cylinders, wherein more than half of the plurality of cylinders are idle cylinders.   The system of claim 1, wherein determining the number of cylinders results in a combination of active and idle cylinders, wherein only one of the plurality of cylinders is an idle cylinder.   Determining the number of cylinders results in a combination of active and idle cylinders, and the determining the number of cylinders selects from the above options of 2 idle cylinders, 3 idle cylinders, or 4 idle cylinders The system of claim 1, comprising:   The system of claim 1, wherein determining the number of cylinders results in a combination of active and idle cylinders, wherein the determining includes selecting half of the plurality of cylinders to be idle cylinders.   One of the received engine power demand data and the received engine operating parameter includes a zero or negative torque output for the engine, and determining the number of cylinders is zero working cylinders and all The system of claim 1, which provides a combination of idle cylinders. A method for operating a multi-cylinder engine system in cylinder deactivation mode, comprising:
Determining that the engine system operates within at least one threshold range, wherein the at least one threshold range includes an engine power demand;
Performing a friction determination to minimize friction between the plurality of cylinders and their corresponding reciprocating piston assemblies;
Selecting a cylinder combination of an active cylinder and a rest cylinder that provides the lowest total friction based on the friction determination while satisfying the engine power requirement;
Initiating a cylinder deactivation mode at the selected deactivation cylinder,
Initiating cylinder deactivation mode
Suspending fuel injection to the selected deactivation cylinder;
Deactivating intake valve operation and exhaust valve operation for the selected deactivation cylinder.   The method of claim 11, wherein the friction determination comprises accessing a sensed or stored friction value of the multi-cylinder engine system.   The method further comprises distributing the working cylinder and the idle cylinder around the multi-cylinder engine system to minimize total friction between the plurality of cylinders and their corresponding reciprocating piston assemblies. 11. The method according to 11.   The determination includes monitoring an engine operating mode, and the at least one threshold range includes an idle engine operating mode, a loaded idle engine operating mode, a coasting mode, and a loaded engine operating mode. Including one or more of the above, the cylinder combination of an active cylinder and a pause cylinder, wherein the engine operating mode is the idle engine operating mode, the loaded idle engine operating mode, the coasting mode, or the loaded The method of claim 11, further comprising adjusting based on whether the engine is in an operating mode.   The method of claim 14, wherein when the engine operating mode is the coasting mode, performing the friction determination further comprises minimizing friction and extending the coasting mode.   The method of claim 14, wherein when the engine mode is the coasting mode, selecting a cylinder combination with the lowest total friction results in a combination of zero active cylinders and all idle cylinders.   15. The method of claim 14, wherein the engine operating mode further comprises a platooning mode, and selecting the cylinder combination is further based on minimizing friction to optimize the platooning mode.   The engine operating mode further includes a platooning mode, and selecting the combination of cylinders is further based on controlling a vehicle speed of an automobile comprising the multi-cylinder engine system while operating in the platooning mode. The method according to claim 14.   The performing friction determination further comprises performing a cam friction determination to minimize friction between the one or more rotating cam lobes and the one or more valve actuation mechanisms. The method according to any one of claims 18.   Calculating the fuel usage of the selected cylinder combination; calculating the fuel usage of a cylinder combination including all active cylinders; and calculating the fuel usage of the selected cylinder combination 19. The method according to any one of claims 11 to 18, further comprising: initiating the cylinder deactivation mode when less than the fuel usage of all active cylinder combinations.   21. The method of claim 20, further comprising adjusting gear selection for one or both of the selected cylinder combination and the cylinder combination of all active cylinders.   The determining includes monitoring engine crankshaft speed, dividing the at least one threshold range into a high speed threshold range and a low speed threshold range, the cylinder combination wherein the engine crankshaft speed is The method of claim 11, further comprising adjusting based on whether it is within a high speed threshold range or the low speed threshold range.   The method of claim 11, wherein the determining includes monitoring an engine operating mode including an activation mode, and wherein the at least one threshold range includes the activation mode.   The method further includes performing an exhaust management system temperature rise determination, wherein selecting the combination of cylinders further reduces the convective heat transfer as the number of idle cylinders increases. The method of claim 11, further based on reducing convective heat transfer in the management system. A method for operating a multi-cylinder engine system in cylinder deactivation mode, comprising:
Determining that the engine system operates within a torque output range from a zero torque output value to a negative torque output value;
Performing a friction determination to determine whether to minimize friction between the plurality of cylinders and their corresponding reciprocating piston assemblies;
Selecting one or more cylinders of the multi-cylinder engine to pause based on the friction determination;
Initiating a cylinder deactivation mode in the selected one or more cylinders;
Initiating cylinder deactivation mode
Suspending fuel injection to the selected deactivation cylinder;
Deactivating intake valve operation and exhaust valve operation for the selected deactivation cylinder.   26. The method of claim 25, wherein selecting one or more cylinders of the multi-cylinder engine to be deactivated includes selecting all of the cylinders of the multi-cylinder engine.   26. The method of claim 25, wherein the multi-cylinder engine system remains operational so that the corresponding reciprocating piston assembly continues to reciprocate.   The method of performing a friction determination includes determining that the multi-cylinder engine system is in a platooning mode, and initiating a cylinder deactivation mode in the selected one or more cylinders; 26. The method of claim 25, wherein the vehicle speed of an automobile comprising a cylinder engine system is adjusted.   26. The method of claim 25, further comprising terminating the cylinder deactivation mode and applying an engine brake on at least one cylinder by activating a corresponding exhaust valve to release cylinder pressure from within the cylinder. the method of.   26. The method of claim 25, further comprising coupling the torque output to an engaged clutch assembly and communicating the torque output to the vehicle drive train through the clutch assembly.   26. The method of claim 25, further comprising coupling the torque output to an engaged transmission and communicating the torque output through the transmission. A method for operating a multi-cylinder engine system in cylinder deactivation mode, comprising:
Determining that the engine system operates within a torque output range from a zero torque output value to a negative torque output value;
Performing a friction determination to determine whether to minimize friction between the plurality of cylinders and their corresponding reciprocating piston assemblies;
Selecting all of the cylinders of the multi-cylinder engine to be paused based on the friction determination;
In said selected cylinder, starting a cylinder deactivation mode;
Initiating cylinder deactivation mode
Suspending fuel injection to the selected deactivation cylinder;
Deactivating intake valve operation and exhaust valve operation for the selected deactivation cylinder.   The method of claim 32, further comprising detecting a reduced vehicle speed. A method of starting and ending a cylinder deactivation (“CDA”) mode in a multi-cylinder diesel engine, wherein the cylinder deactivation includes terminating fuel injection into a cylinder and the cylinder during the cylinder deactivation mode. Keeping the intake and exhaust valves closed, the method comprising:
Monitoring an air-fuel ratio in at least one cylinder of the multi-cylinder diesel engine;
Starting the CDA mode with the at least one cylinder when the air-fuel ratio is less than 45: 1;
Ending CDA mode in the at least one cylinder when the air-fuel ratio is greater than 45: 1. A method of starting and ending a cylinder deactivation (“CDA”) mode in a multi-cylinder diesel engine, wherein the cylinder deactivation includes terminating fuel injection into a cylinder and the cylinder during the cylinder deactivation mode. Keeping the intake and exhaust valves closed, the method comprising:
Monitoring the torque output of the multi-cylinder engine;
Initiating CDA mode on at least one cylinder of the multi-cylinder engine when the torque output is less than 130 ft-lbs;
Ending CDA mode with the at least one cylinder when the torque output is greater than 130 ft lbs. A method of starting and ending a cylinder deactivation (“CDA”) mode in a multi-cylinder diesel engine, wherein the cylinder deactivation includes terminating fuel injection into a cylinder and the cylinder during the cylinder deactivation mode. Keeping the intake and exhaust valves closed, the method comprising:
Monitoring the net mean effective pressure ("BMEP") of the multi-cylinder diesel engine;
Starting CDA mode on at least one cylinder of the multi-cylinder diesel engine when the BMEP is less than 3 bar;
Ending CDA mode with the at least one cylinder when the BMEP is greater than 3 bar. A method of starting and ending a cylinder deactivation (“CDA”) mode in a multi-cylinder diesel engine, wherein the cylinder deactivation includes terminating fuel injection into a cylinder and the cylinder during the cylinder deactivation mode. Keeping the intake and exhaust valves closed, the method comprising:
Monitoring the net mean effective pressure ("BMEP") of the multi-cylinder diesel engine;
Starting CDA mode on at least one cylinder of the multi-cylinder diesel engine when the BMEP is less than 3 bar;
Limiting the operation of the CDA mode to the period of 2 seconds or less on the at least one cylinder when the BMEP is greater than 3 bar. A method of starting and ending a cylinder deactivation (“CDA”) mode in a multi-cylinder diesel engine, wherein the cylinder deactivation includes terminating fuel injection into a cylinder and the cylinder during the cylinder deactivation mode. Keeping the intake and exhaust valves closed, the method comprising:
Monitoring the net mean effective pressure ("BMEP") of the multi-cylinder diesel engine;
Starting CDA mode on at least one cylinder of the multi-cylinder diesel engine when the BMEP is less than 4 bar;
Ending CDA mode with the at least one cylinder when the BMEP is greater than 4 bar. A method of starting and ending a cylinder deactivation (“CDA”) mode in a multi-cylinder diesel engine, wherein the cylinder deactivation includes terminating fuel injection into a cylinder and the cylinder during the cylinder deactivation mode. Keeping the intake and exhaust valves closed, the method comprising:
Monitoring the net mean effective pressure ("BMEP") of the multi-cylinder diesel engine;
Starting CDA mode on at least one cylinder of the multi-cylinder diesel engine when the BMEP is less than 4 bar;
Limiting the operation of the CDA mode to the period of 2 seconds or less at the at least one cylinder when the BMEP is greater than 4 bar. A method of starting and ending a cylinder deactivation (“CDA”) mode in a multi-cylinder diesel engine, wherein the cylinder deactivation includes terminating fuel injection into a cylinder and the cylinder during the cylinder deactivation mode. Keeping the intake and exhaust valves closed, the method comprising:
Monitoring the output of the multi-cylinder diesel engine;
Starting the CDA mode on at least one cylinder of the multi-cylinder diesel engine when the power is less than 25 kW;
Limiting the operation of the CDA mode with the at least one cylinder when the output is greater than 25 kW.   Limiting the CDA mode operation with the at least one cylinder when the output is greater than 25 kW, limiting the number of cylinders of the multi-cylinder diesel engine operating in the CDA mode to two cylinders; 41. The method of claim 40, comprising limiting the operation of the two cylinders in mode to a maximum power of 50 kW.   42. The method of claim 41, further comprising terminating CDA mode on the at least one cylinder when the power is greater than 50 kW.   Further comprising monitoring the gear selection of a transmission, wherein the transmission comprises at least 10 gears and restricts CDA mode operation with the at least one cylinder when the output is greater than 25 kW. Limiting the number of cylinders of the multi-cylinder diesel engine operating in CDA mode to three cylinders, limiting the operation of the three cylinders in CDA mode to a maximum output of 50 kW, 41. The method of claim 40, comprising limiting the movement of the three cylinders to the lowest nine gears of the transmission.   44. The method of claim 43, further comprising terminating CDA mode on the at least one cylinder when the power is greater than 50 kW.   Further comprising monitoring the gear selection of a transmission, wherein the transmission comprises at least 10 gears and restricts CDA mode operation with the at least one cylinder when the output is greater than 25 kW. Limiting the number of cylinders of the multi-cylinder diesel engine operating in CDA mode to four cylinders, limiting the operation of the four cylinders in CDA mode to a maximum output of 50 kW, 41. The method of claim 40, comprising limiting the operation of the four cylinders in mode to the lowest six gears of the transmission.   46. The method of claim 45, further comprising terminating CDA mode on the at least one cylinder when the power is greater than 50 kW. A method of starting and ending a cylinder deactivation (“CDA”) mode in a multi-cylinder diesel engine, wherein the cylinder deactivation includes terminating fuel injection into a cylinder and the cylinder during the cylinder deactivation mode. Keeping the intake and exhaust valves closed, the method comprising:
Monitoring the speed output of the multi-cylinder engine in units of miles per hour (“MPH”);
Starting the CDA mode with at least one cylinder of the multi-cylinder engine when the speed output is less than 30 MPH;
Ending CDA mode on the at least one cylinder when the speed output is greater than 30 MPH. Performing a friction determination to minimize friction between a plurality of cylinders of the multi-cylinder diesel engine and a corresponding reciprocating piston assembly;
Selecting a cylinder combination of an active cylinder and a rest cylinder that provides the lowest total friction based on the friction determination while satisfying the engine power requirement;
48. The method of any one of claims 34 to 47, further comprising initiating a CDA mode with at least one cylinder to minimize friction thereon.   Detecting zero or negative torque output from the multi-cylinder diesel engine; initiating a CDA mode on all of the cylinders of the multi-cylinder diesel engine in response to the detected zero or negative torque output; 38. The method according to any one of claims 34 to 37, further comprising:   Commanding zero or negative torque output from the multi-cylinder diesel engine; initiating a CDA mode on all of the cylinders of the multi-cylinder diesel engine in response to the commanded zero or negative torque output; 38. The method according to any one of claims 34 to 37, further comprising:   Initiating a platooning mode with a vehicle utilizing the multi-cylinder diesel engine, tracking a vehicle speed of the vehicle and a vehicle speed of at least one other vehicle operating in the platooning mode, and the vehicle To control the vehicle speed of the at least one cylinder in response to the vehicle speed of the tracked vehicle and the vehicle speed of the at least one other vehicle operating in the platooning mode. 38. The method according to any one of claims 34 to 37, further comprising starting.   Detecting a coasting mode of a vehicle utilizing the multi-cylinder diesel engine and starting a CDA mode with the at least one cylinder to minimize friction thereon, thereby extending the coasting mode 38. The method of any one of claims 34 to 37, further comprising:

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